AMO Chapter 1

Aerospace Engineering ATO - MRO
Airline Maintenance Operations

AE4-442
Dr. Adel A. Ghobbar

E-mail: A.A.Ghobbar@tudelft.nl
COURSE NOTES 2012-13
Airline Maintenance Operations, AE4-442
Glossary of Terms
GLOSSARY OF TERMS
A/C
Aircraft
AAIB
Air Accidents Investigation Branch
AAN
Airworthiness Approval Note
AC
Alternating Current
ACJs
Advisory Circulars-Joint
ADs
Airworthiness Directives
ADD
Acceptable Deferred Defects
ADI
Average inter-Demand Interval
ADL
Allowable Deficiency List
AEA
Association of European Airlines
AET
Acoustic Emission Testing
AMJ
Advisory Material-Joint
AMO
Approved Maintenance Organisation
AMS
Approved Maintenance Schedule
ANO
Air Navigation Order
AO
Airline Operator
AOC
Air Operators Certificate
AOG
Aircraft-On-Ground
APU
Auxiliary Power Unit
ASEMC
Avionics Systems Engineering and Maintenance Committee
ASPL
Advance Spares Provisioning List
ATA
Air Transport Association
ATC
Air Traffic Control
AUR
Aircraft Utilization Rate
AWO
All-Weather Operations
BAe
British Aerospace
BCAR
British Civil Airworthiness Requirements
BOM
Bill Of Materials
CAA
Civil Aviation Authority
CAR
Civil Air Regulation
CC
Carrying Cost
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Glossary of Terms
CM
Condition-Monitoring
CMA
Component Maintenance Assembly
CMM
Component Maintenance Manual
CMR
Certificate of Maintenance Review
C of A
Certificate Of Airworthiness
COL
Components Overhaul Life
CPA
Critical Path Analysis
CRS
Certificate of Release to Service
CSDB
Common Source Data Base
CV2
Square Coefficient of Variation on Demand
DMC
Direct Maintenance Costs
EASA
European Aviation Safety Agency
ECAC
European Civil Aviation Conference
ECT
Eddy Current Testing
EDI
Electronic Data Interchange
EIP
End Item Plans
EOQ
Economic Order Quantity
EPP
Economic Part-Period
EMSG
European Maintenance System Guide
FAA
Federal Aviation Administration
FAR
Federal Aviation Regulation
FHs
Flying Hours
FIM
Fault Isolation Manual
FLs
Flying Landings
FOD
Foreign Object Damage
FOQ
Fixed Order Quantity
FSN
Fast, Slow and Non-moving
GE
General Electric
HFACS
Human Factors Analysis & Classification System
HML
High, Medium, Low
HT
Hard-Time
HVL
Half Value Layer
IATA
International Air Transport Association
IC
Item Cost
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Glossary of Terms
ICAO
International Civil Aviation Organisation
IFSDs
In Flight Engine Shout Downs
IMC
Indirect Maintenance Costs
IPC
Illustrated Parts Catalogues
IPD
Initial Provisioning Data
IPP
Incremental Part-Periods
IPPA
Incremental Part-Period Algorithm
JAA
Joint Aviation Authorities
JAR
Joint Aviation Requirements
JIT
Just In Time
LAMS
Light Aircraft Maintenance Schedule
LFL
Lot For Lot
LOX
Liquid Oxygen
LPD
Logistic Planning Document
LPT
Liquid Penetrant Testing
LRU
Line Replaceable Units
LS
Lot-Size
LT
Lead Time
ME
Maintenance Extension
MEL
Minimum Equipment Lists
MHs
Man-Hours
MMEL
Master Minimum Equipment List
MOI
Magneto Optic Imaging
MOQ
Minimum Order Quantity
MPT
Magnetic Particle Testing
MSO
Maintenance Service Organizations
MRB
Maintenance Review Board
MRO
Maintenance Repair and Overhaul
MRP
Material Requirements Planning
MS
Master Schedule
MSG
Maintenance Steering Group
MSI
Maintenance Significant Items
MSR
Maintenance Support Resources
MTBF
Mean Time Between Failure

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Glossary of Terms
MTBO
Mean Time Between Overhaul
MTBR
Mean Time Between Removal
MTBUR
Mean Time Between Unscheduled Removal
MTWA
Maximum Total Weight Authorised
NAA
National Aviation Authorities
NDE
Non-Destructive Evaluation
NDE
Non-Destructive Examination
NDI
Non-Destructive Inspection
NDT
Non Distractive Testing
NEC
National Electrical Code
NFF
No Fault Found
NPA
Notice of Proposed Amendment
NPRM
Notice of Proposed Rule-Making
NTSB
National Transportation Safety Board
OC
On-Condition
OC
Ordering Cost
OEM
Original Equipment Manufacturers
PFA
Popular Flying Association
PH
Planning Horizon
PMA
Parts Manufacturer Approval
PMP
Primary Maintenance Process
P&W
Pratt & Whitney
QA
Quality Assurance
QC
Quality Control
RCM
Reliability Centred Maintenance
RD
Research and Development
ROP
Re-Order Point
R-R
Rolls Royce
RSPL
Recommended Spares Provisioning Listing
RT
Radiographic Testing
SB
Service Bulletin
SC
Service Check
SDE
Scarce, Difficult and Easy to Procure
SES
Single Exponential Smoothing

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Glossary of Terms
SKUs
Stock Keeping Units
SMI
Scheduled Maintenance Inspections
SPL
Seasonal Period Length
SS
Safety Stock
SSI
Structural Significant Items
TAT
Turn Around Time
TFL
Technical Flight Log
TICC
Technical Information & Communications Committee
TMC
Total Maintenance Cost
TT
Thermography Testing
USAF
United State Air Force
UT
Ultrasonic Testing
UV
UltraViolet
VE
Visual Examination
VED
Vital, Essential and Desirable
VLA
Very Light Aircraft
WASG
World Airlines and Suppliers Guide
WCDR
Weighted Calculation of Demand Rates
Technical Definitions
Aircraft capacity
The payload available within aircraft.
Aircraft daily utilisation
The average daily flying hours for one in-service aircraft (of a given fleet). Daily
utilisation is computed by dividing the total flying hours accumulated by the fleet in a
reporting period by the number of in-service aircraft days in the same period.
Aircraft downtime
That time the aircraft is on the ground i.e. total time less flying time.
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Glossary of Terms
Aircraft in-service
Total aircraft available days divided by total days of the period.
Average flight time
Total Flying hours divided by number of landings.
Aircraft Kilometres
Aircraft kilometres are calculated by multiplying the number of flights performed by the
stage distance.
Aircraft operating cycle
A completed take-off and landing sequence, including touch and go landings.
Bench check
A functional check of an item in the shop to determine whether or not the item may be
returned to service or whether it requires adjustment repair or overhaul.
Block flying hours
The number of hours incurred by an aircraft from the moment it first moves for a flight
until it comes to rest at its intended blocks at the next point of landing or returns to its
departure point prior to take-off.
Break down spares
Spare parts held in stores for use as replacement parts when components are
disassembled.
Capacity available in hangars or workshops
The maximum number of units that can be held in the hangars or workshops at any
overtime. This number takes into accounts the amount of working space required per
unit.
Check
An examination to verify the functional capability or physical integrity of an item.
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Glossary of Terms
Defect
Any confirmed abnormal condition of an item, whether or not this could result eventually
in a failure.
Downtime maintenance
The interval between the time an item or aircraft is made available for preventive or
corrective maintenance until the item or aircraft is returned to or considered available for
service use. Parts, sub-assemblies or units, which perform a distinctive function
necessary to the operation of a system.
Essentiality
Essentiality has different target of demand probabilities. These show that when the
percentage of demand goes up the essentiality gets stronger, and the larger the fleet size
the less the percentage of spare parts needed.
Failure
The inability of an item to perform within previously specified limits.
Ferry flight
A non-revenue flight made to position aircraft for any reason (Technical for example).
Flying hours (airborne)
The accumulated time intervals between wheels-off to wheels-on. (Same as flight time).
Ground facility
Consists of hangars, workshops, stores, administration and welfare buildings required for
maintenance of aircraft.
Ground support equipment
Equipment required on the ground to support the operation and maintenance of the
aircraft and all its airborne equipment.
Hours out-of-service
The number of elapsed hours that an aircraft is not available for operation when
scheduled to be available.
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Glossary of Terms
Interchangeable
An interchangeable part, sub-assembly, or unit meets or exceeds required functional and
structural specifications for a given application. It has the same mounting provisions;
overall dimensions and connections may vary provided that installation does not require
work or modification.
Job card
A card issued to a workman giving details of the work to be done. Usually contains
provision for recording start and completion times and the estimated target or standard
times.
Line maintenance
Routine inspection and malfunction rectification performed on route and base stations
during transit, turn around, or night-stops.
Log entries
Any entry in the aircraft technical log relating to real or suspected unserviceability,
whether entered by flight crew or ground engineer.
Maintenance man-hours
A measure of maintenance cost often used by operators is the ratio of maintenance manhours to aircraft flying hours. This is useful for first estimates in budgeting, and is also
used as a target in military aircraft procurement contracts.
Maintenance planning
The activity which organises the work before physically doing it, planning creates a
concept and detailed program to achieve stated maintenance objectives.
Passenger Tonne Kilometres
Are calculated by multiplying the weight of passengers un-lifted on each stage flight by
the stage distance (Tonne = 1000 kilogrammes).
Sample inspection
The monitoring and/or withdrawal of selected items from services to establish their
condition at predetermined progressive intervals.
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Glossary of Terms
Seat-Kilometres Available
Are calculated by multiplying the number of seats available for sale on each stage flight
by the stage distance. Seats not available for the carriage (transport) of passengers
because of the weight of fuel or other load are excluded.
Seat-Kilometres Used
Are calculated by multiplying the number of revenue passengers carried on each stage
flight by the stage distance.
Scheduled maintenance
Maintenance performed to retain an item in a serviceable condition by systematic
inspection, detection, prevention of failures, replacement of wear-out items, adjustment,
calibration, cleaning, etc.
Technical cancellation
Elimination of a scheduled trip because of a known or suspected malfunction and/or
defect.
Unscheduled maintenance
Maintenance performed to restore an item to a satisfactory condition by correction of a
known or suspected malfunction and/or defect.
Alpha
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliet
Kilo
Lima
Mike
November
Oscar
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Papa
Quebec
Romeo
Sierra
Tango
Uniform
Victor
Whisky
Xray
Yankee
Zulu
Glossary of Terms
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Chapter One
Chapter One: Airworthiness and its Regulation
1.1 Maintenance Philosophies and Concepts

Introduction
Any airline or organization that operates aircraft for transporting passengers or cargo has
the prime responsibility to maintain its aircraft in safe and airworthy condition.
Aircraft maintenance programs vary from one operator to another. The airlines develop
their maintenance programs in accordance with their operational, commercial, and
technical requirements. Government regulations, route structures, availability of
manpower, and facilities are also taken into consideration.
Objectives
The objective of this course is to explain theory and practice of aircraft maintenance and
to provide general guide lines for the development of suitable aircraft maintenance
programs.
Definitions
Aircraft maintenance is divided into line and base maintenance depending on where it is
performed, and into minor and major maintenance depending on how long it takes to
perform it.
Line Maintenance
Line maintenance is performed at line stations or at the flight line of an airlines base
station. Line maintenance normally consists of routine tasks with low intervals like
servicing, cleaning, refuelling, and light inspections. Non-routine line maintenance may
range from the replacement of a black box to an engine change. Line maintenance is
Departure Oriented. It will be restricted as to the work that has to be performed and
tend to defer any time consuming items to the next base visit. The manpower and
facilities at line stations are usually limited so maintenance tasks must also be
accordingly limited.
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Based Maintenance
Based maintenance is performed at an airlines maintenance base. It is Fix-Oriented
because the base has the manpower and facilities to perform all kinds of aircraft
maintenance work.
Minor Maintenance
Minor maintenance can be performed in 24 hours or less. It normally includes the routine
maintenance work up to the A-Check and the resulting non-routine tasks. Depending on
the maintenance program in use, minor maintenance may also include some C-Check
tasks. It is performed at line stations or at a maintenance base.
Intermediate Maintenance
Intermediate maintenance comprises of tasks of a C-Check nature requiring ground
times of up to 7 days. Lower or higher interval tasks may be included to optimize task
accomplishment and the available ground time.
Major or Heavy Maintenance
Maintenance work that requires an aircraft down-time of more than 7 days is considered
major or heavy maintenance. It includes structural inspections and repairs, repainting,
cabin refurbishment, and major modifications. Heavy maintenance is performed at a
maintenance base.
1.2 Maintenance Program Development

1.2.1 Maintenance Theory
Current maintenance theory can best be understood by taking a brief look at the historical
development of aircraft maintenance theories.
During the nineteen thirties it was believed that mechanical parts wear out, that wearouts cause failures, and that failures degrade safety. This belief led to the periodic
disassembly of everything from engines to structures and radio sets. The operating time
of the aircraft controlled all maintenance activities. Scheduled overhaul Hard-Time,
HT (as it is called today) was the only recognized primary maintenance process.
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Shortly after World War II, a second primary maintenance process was recognized. It
was called On-Condition, OC maintenance because it permitted the use of periodic
condition checks instead of scheduled overhauls. This process was mainly applied to
known wear items like brakes and tires.
Neither of the two processes fully accommodated the new components which were
introduced on the jet aircraft during the sixties. The airlines analyzed the behaviour of
hundreds of components during millions of flight hours and finally discovered that the
reliability of complex assembles (as opposed to burn-cell items) does not decrease
with increasing age. Preventive maintenance processes like Hard-Time and On-Condition
therefore could not be used as a means to ensure their continued reliability. The right way
to maintain these complex assemblies turned out to be a third primary maintenance
process called Condition-Monitoring, CM.
In the early seventies, when wide-body jets were introduced, aircraft maintenance theory
had arrived at its current form. It states:
1. Mechanical parts wear out over a wide range of time.

2. Part reliability is a function of its inherent design. Most designs include redundancy
that prevents failures from having an effect on safety.
3. Good and adequate maintenance assures that a part is as reliable as its initial
design.
4. More than adequate maintenance does not improve reliability. However less than
adequate maintenance can degrade part reliability.
5. Basic engineering changes are required to improve inherent reliability.
6. There are only three primary maintenance processes: HT, OC, and CM.
7. The function, failure mode, and failure effect of a unit can be used in a logical
manner (MSG-2) to arrive at the minimum preventive maintenance requirement to
protect inherent reliability.
1.2.2 Primary maintenance process, PMP

The three primary maintenance processes recognised by the CAA/EASA and FAA are;
hard-time, on-condition, and condition-monitoring. In general terms, the first two both
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involve actions directly concerned with preventing failure, whereas condition monitoring
does not. However, the condition monitoring process would be expected to lead to
preventive action if shown to be necessary. These categories of component maintenance
are defined as follows:
Hard-time, HT
This is defined as a preventive process in which known deterioration of an item is limited
to an acceptable level by the maintenance actions carried out periodically according to
time in service. This time may be calendar time, the number of cycles, or the number of
landings. The prescribed actions normally include servicing, full or partial overhaul
and/or replacement according to the instructions in relevant documentation so that the
item is restored to suitable condition for use for a further specified period. HT requires
that a component be overhauled after a pre-set usage time, regardless of the components
condition, and assumes a relationship between failure and age. Today, Hard-Time items
rarely make up more than two or three percent of all scheduled maintenance tasks.
Engine disks, flap links, and landing gear parts are typical Hard-Time replacement items.
The individual Hard-Times are determined by the manufacturer during endurance tests or
by the airline as a result of its operational experience. The Hard-Time intervals usually
apply to the total life of the parts or until the overhaul of the units.
On-condition, OC
This is also a preventive process, but one in which the item is inspected or tested at
specified periods to an appropriate standard in order to determine whether it can continue
in service. The inspection or test may reveal a need for servicing action. The fundamental
purpose of OC is to remove an item before its failure in service. It is not a philosophy of
use until failure. OC requires checks and tests of components at fixed intervals, with
parts such as wires, bulbs, brackets, covers and bearings etc, being replaced during
overhaul.
Typical examples of On-Condition applications are NDT tests for hydraulic and
pneumatic systems, Borescope checks on internal engine parts, and visual inspections on
structural items. It is important that these inspections are repeated at regular intervals.
The length of the intervals is fairly short at the beginning and then gradually increasing
as service experience becomes available. Some people wrongly refer to units without
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inspection or overhaul interval as being On-Condition when they are not. Such units
are part of the Condition-Monitoring process. OC maintenance is like HT a preventive
maintenance process and depends on a fixed inspection interval.
Condition monitoring, CM
This is not a preventive process, having neither hard-time nor on-condition elements, but
one in which information on items is collected from operational experience, then
analysed and interpreted on a continual basis as a means to implement corrective
procedures.
It is convenient here to classify information, z, into two classes; namely, direct
information and indirect information. Direct information is where z measures a variable
which directly determines failure, for example the thickness of a brake pad, or the wear
in a bearing. Indirect information z on the other hand provides associated information
which is influenced by the component condition, but is not a direct measure of the failure
process, for example, an oil analysis or a vibration frequency analysis. In both cases, the
point of concern is to predict, given information z, the subsequent and conditional failure
time distribution as an input to modelling maintenance practice.
CM is accomplished by appropriate means available to an operator for finding and
resolving problem areas. These means range from notices of unusual problems to special
analysis of unit performance. All electronic components and most of the complex
electrical or mechanical units are normally part of the CM process.
Table1.1 summarises the overhaul control category, and Table 1.2 listing of primary
maintenance processes overhaul components.
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Category
Hard-Time
Chapter One
Maintenance Action
Overhaul/Replace
item
at
Requirements / Restrictions
specified
time
Overhaul will zero time the item.
interval.
- OC check must give reasonable
- OC checks at specified time intervals.

- Regularly scheduled collection of OC data.
On-Condition
Overhaul
required
when
item
exceeds
specified limits for OC check or OC data.
assurance of satisfactory operation

until the next check.
- OC data must ascertain continuing
airworthiness and/or show reliability
degradation failure imminence.
- No scheduled overhaul or repair.

Condition Monitoring (No
- Failure must have no direct adverse

effect on flight safety.
- Item is operated to failure.
- Hidden functions must have regularly
overhaul control)
scheduled verification tests.

- Data collection / evaluation program
required for overhaul surveillance.
Table 1.1 - Overhaul control category summary.
1.3 The development of a Maintenance Steering Group, MSG

In mid-1968, representatives of various airlines developed the Handbook MSG-1,
Maintenance Evaluation and Program Development, which included decision logic and
inter-airline/manufacturer procedures for developing a maintenance program for Boeing
747 aircraft. It was subsequently decided that experience gained on the 747 project
should be applied to all newly developed aircraft. In order to do this, the decision logic
was updated and certain procedures specific to the 747 were deleted. That universal
document resulted in MSG-2. In mid-1979, the Air Transport Association, ATA, with the
intention of further updating procedures, formed a task force to analyse MSG-2 and make
recommendations for change and improvements. These revisions were published by the
ATA and approved by the FAA in late 1993 as an acceptable method for developing
scheduled maintenance requirements for new model transport-category aircraft. This is
known as MSG-3.
1.3.1 MSG-2 Decision Logic

Airline / Manufacturer Maintenance Program Planning Document MSG-2, dated March
25, 1970 shows in detail how the maintenance theory is being used to determine the
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essential scheduled maintenance requirements for a new airplane. Systems, components,

structures, and engines are put through the MSG-2 Decision Logic to find:
1. Which tasks can be done?
2. Which tasks must be done in order to prevent adverse effects on operating safety
and to assure the availability of hidden functions.
3. Which tasks should be done for economic value?
The final result is a list of preventive maintenance tasks divided into Hard-Time and OnCondition tasks, and another list of those items that require no scheduled maintenance
and therefore included in the Condition-Monitoring process.
1.3.2 MSG-3 Decision Logic

Airline/Manufacturer Maintenance Program Planning Document MSG-3, dated October
1980 is the present day standard to determine the essential scheduled maintenance
requirements for new airplanes. MSG-3 includes detailed decision logic for assigning
tasks and task intervals to all aircraft systems and components.
Quite often, airlines operate a fleet of aircraft that are divided between both MSG-2 and
MSG-3 decision logic programs. Generally, all new aircraft manufactured today will
follow the MSG-3 concept in contrast to older aircraft continuing with the older
philosophy of MSG-2
Implementation of the recommendations generated through MSG-3 analysis is the major

role of an airline operator in developing a maintenance program. The accuracy and clarity
of the MSG-3 process provides a smooth transition for the airline to determine its
manpower, parts, tooling, ground equipment, and other related requirements. MSG-3 is
based on a consistent and rigorous application of questions for each aircraft component.
It is decision tree analysis at work. The first question MSG-3 asks is: Whats the
consequence of a specific hardware/component failure for the entire aircraft? Once this
consequence is assessed, MSG-3 offers a choice of applicable tasks and evaluates each
ones effectiveness. Once a task is chosen, its frequency is patterned after frequencies
adopted for similar hardware. If no comparison can be made, a conservative frequency is
initially adopted and adjusted as experience is gained.
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This work resulted in the recognition of a third, primary maintenance process called
condition-monitoring, a process applying to components with specific design
characteristics but not involving hard-time or on-condition checks.
Task Descriptions
The MSG-3 assigned task categories are shown in Table 1.3 as follows:
Lubrication and Servicing
Operational Check
Functional Check
To maintain the inherent design capabilities to reduce rate of

functional deterioration.
Verification/Certification of operation which does not require
quantitative tolerances (acceptance).
Verification of an item against quantitative standard within
specified limits.
Replacement or restoration of an item to specified standard
Restoration
on or off the aircraft by cleaning or up to overhaul. Item must

show functional degradation at an identifiable age of same
components.
Removal from service of an item at a specified life limit. The
Discard
item must show functional degradation at an identifiable age

and a large proportion of the units must survive to that age.
No-Task
Items which have no safety effect. These items follow the

CONDITION-MONITORING logic per MSG-2
For items which functional failure has a safety effect. When
Combination
any of the previous tasks does not fulfill requirements, a

combination of tasks must be used in analyzing the proper
maintenance prerequisites.
Table 1.3 - The MSG-3 assigned task categories
1.4 Aircraft Maintenance Scheduled Programs

After the MSG-2 & MSG-3 decision logic has been used to determine all preventive
maintenance tasks and their intervals, the maintenance program itself can be developed.
At this point it must be remembered that the maintenance requirements are only one of
several factors which shape the form of a maintenance program. Commercial,
operational, and economical needs must also be considered.
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The aircraft maintenance workload is generated through a continuous airworthiness

maintenance program. These programs include: aircraft inspections which deal with
routine inspection, minor services and tests performed on the aircraft at prescribed
intervals; scheduled maintenance that includes replacement of life-limited items, periodic
overhauls and special inspection, and unscheduled maintenance which is usually
generated by inspections, pilot reports and failure analysis.
In order to perform the maintenance work, production maintenance is organized into

three levels. The first level is the first line, which deals with inspection, testing and
minor maintenance tasks. The second line maintains major tasks, e.g. overhaul and
replacements of limited-life equipment. The third line or depot maintenance is used for
major jobs, which cannot be handled by the first and second lines.
The following sections show what can be considered the framework of a typical program
for an average airline.
1.4.1 Classes of Maintenance Stations
From the standpoint of the maintenance function, a major carrier normally divides its
many stations served into different classes of stations. For example, in descending order
of capability, they include:
1. Maintenance base
2. Major stations
3. Service stations
4. Other stations
Maintenance Base
Is generally conceded to be the largest, most adaptable (versatile), and best-equipped
facility in the system. It is the overhaul and modification centre for the carriers entire
fleet and it has the capability of repairing nearly all of the components. Few components
must be returned to the manufacturer or sent to outside agencies for reconditioning.
Major Stations
Include the carriers large hub cities. These stations have relatively large numbers of
maintenance people and extensive facilities. They also maintain the largest assignments
of spare parts, mainly supplied by the maintenance base. In general, these stations are
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capable of rendering complete line maintenance requirements of specific types of

equipment.
Service stations
Are large stations served by the carrier but not located at major hub cities with large
banks of connecting flights. These stations are well equipped and well staffed with line
maintenance personnel, but less so than the major stations.
Other stations
Throughout the system might be designated Class 1, Class 2 and Class 3.
Class 1 stations might have only sufficient numbers of licensed people to assure
maintenance coverage for each flight prior to departure. Minimal facilities and
spare parts for performing the assigned work would be provided.
Class 2 stations might have just enough mechanics and facilities to do routine
servicing, such as engine heating, de-icing, aircraft moving, and the lightest of
maintenance on specific equipment.
Class 3 stations might include smaller cities where there are no licensed
maintenance people. They are, therefore, never scheduled to perform
maintenance work and their aircraft servicing is limited to work that has no
effect upon airworthiness, mainly cargo and passenger handling. Ordinarily,
they deal only with through trips or turnaround flights.
1.4.2 Types of Maintenance

A carrier generally divides aircraft maintenance and servicing work into different levels
of inclusiveness and intensity. Arranged in ascending order, these might include en-route
service, terminating pre-flight check, service check, maintenance check, and overhaul.
Fuelling is a separate operation, and while it can be done at the time of a check, it is not a
part of the check.
Generally the headquarters staff controls the routing into stations for maintenance.
Engineering and maintenance, working with the local CAA/EASA, establishes the
frequencies and the content of the checks and overhauls.
i.
En route service is performed whenever a flight operates through any of the

major, service, or Class 1 stations. It involves a visual check of the exterior
(external) with particular attention to indications of fuel or oil leaks and
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obvious discrepancies, such as worn or flat tires, low shock struts, or fuselage
or wing damage. It may also include interior and exterior cleaning, depending
upon need and available ground time.
ii.
Terminating pre-flight checks are performed as scheduled when a flight

terminates at a major, service, or Class 1 station, at least every 24 hours. This
check encompasses the same work as en route service plus such additional
items as checking of engine oil supply; checking of engine inlet and exhaust
areas for signs of deterioration; checking of landing gear and tires (for wear,
inflations, fluid quantities, and so forth); checking of exterior lighting; and
checking and servicing of cabin water system, lavatories, oxygen systems,
flight recorder, and batteries and auxiliary power units, as necessary. This
check is a six-to-twelve-man-hour job, depending upon the type of aircraft.
iii. Service checks are performed at major, service, or designated Class 1 stations
(those that are qualified to handle them) at predetermined frequencies. The
stations performing this check must be approved by the EASA for the type of
aircraft involved. A service check might be performed after an aircraft logs
up to 150 hours flight time. A service check encompasses the items included
in the terminating pre-flight checks and en route service plus a considerable
volume of more intensive maintenance. This includes inspection and
servicing of cabin compressors, hydraulic units, seat installations, restroom
installation, buffet installations, cockpit equipment, interior lighting,
windows, and so forth. It also includes examination of certain structural
members, checking of fuel sumps1 for water or contamination, and any
special work that might be deemed necessary by the line service engineering
and line maintenance organization. A service check may require as much as
35 to 60 man-hours.
iv. A maintenance check is the most lavish attention an airplane gets between
overhauls. Each maintenance check requires a full day to complete and it
consumes from 400 man-hours on the smallest jet to 1,300 man-hours on the
biggest. It covers virtually every system and component of the aircraft.
Generally only the major stations are equipped to perform maintenance
a hole or container, especially in the lower part of an engine, into which a liquid that is not needed can flow
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checks. Maximum times between maintenance checks might be as high as

875 flight hours for a B-727 or 500 flight hours for a B-737. Maintenance
checks for each type of aircraft are planned so that the workload involved in
each particular check is about the same. The bulk of the jobs are repeated
during every check. Some, however, are required less frequently and thus are
scheduled only for certain checks.
1.4.3 Overhaul of Airframes

The basic document used in formulating the overhaul plan of a major carriers jet fleet is
the work report prepared by the engineering department for maintaining the structural
integrity of the particular aircraft. When this document is approved by the CAA/ EASA,
it becomes a part of the operations specifications, which detail the requirements for
continuous airworthiness. Compliance is not only desirable but also mandatory.
A separate work report covers the entire structure, the landing gear, and all control
surfaces of each jet aircraft type by zones. It spells out the kind of inspection each item is
to receive and designates the frequency or interval of inspections.
A carriers structural-integrity program thus provides the framework upon which each
airframe overhaul is constructed. Other jobs, some related, others not, constitute or
comprise the body of the overhaul.
1.4.4 Overhaul of Engines and Other Components

In general, overhauls of engines, their accessories, and other components are handled in
much the same manner. Components are brought in when either operating time or
condition requires it, and the overhaul returns them to specifications laid down by
engineering and the manufacturer. A large part of engine overhaul is made up of repair
and reconditioning operations, as it is usually beneficial, both economically and from the
standpoint of reliability, to reuse seasoned/tested components when they can be reworked
to approved specifications.
Scheduled engine changes are planned so as to minimize shipping costs and transit times
and avoid special routing of aircraft. All scheduled big-jet engine changes are handled at
the carriers major base, and all others at compromise locations where routing is
convenient and labour is available. When practical, engine changes are made during
maintenance check or airframe overhaul.
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1.4.5 Type of Aircraft Overhaul Checks

To conform with CAA/ EASA guidelines, some companies have adopted maintenance
policies that call for routine inspections at least every four days. The first major check
(denoted as A check), mandated by the CAA/ EASA, occurs every 200 flight hours, or
about once a week. A checks involve a visual inspection of all major systems such as
landing gear, engines, and control surfaces. B checks are performed every 600 to 1500
flight hours, and entail a thorough visual inspection plus lubrication of all moving parts
such as horizontal stabilizers and ailerons. C and D checks are done about once every
one to four years respectively, and require taking the aircraft out of service for up to a
month at a time.
There is no hierarchy of importance in maintenance checks. All tasks are important at

their interval or they would not be required. But there is a hierarchy of check frequency
and ground time. Starting with an A check, each higher check type demands more
ground time and is performed less frequently as shown on Table 1.4. Intervals and
ground time vary considerably depending on the type of aircraft and the type of
operations involved.
Interval
Flight Hours
Ground Time
A Check
200 to 500
8 to 16 Hours
B Check
600 to 1500
16 to 36 Hours
C Check
2000 to 5000
48 Hours and more
Table 1.4 - A, B, and C checks intervals.
"D" check or heavy maintenance visit; after a number of years of operation, some major
work needs to be done on transport aircraft. During a down time of anywhere from four
to eight weeks such major tasks as paint renewal, cabin refurbishment, control surface
removals, and internal structural inspections are performed. The total package is called a
D Check or if the package content is varying, a Heavy maintenance Visit.
1.4.6 Non-Routine Maintenance

There is rule-of-thumb which claims that each hour of routine maintenance generates one
hour of non-routine maintenance. While this is not always true, it is true enough to serve
as an indication of how many non-routine maintenance hours can normally be expected.
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Non-routine maintenance results from malfunctions, pilot complaints, and maintenance

squawks/complain.
Aircraft modifications are another source of non-routine maintenance work. Depending

on the size and the urgency of the modifications they will be performed together with any
scheduled check or in some case during an extended special aircraft down time.
1.4.7 Maintenance Program Selection

The selection of the right maintenance program depends on the aircraft operations and
the maintenance manpower situation at hand. More specifically it can be said that the
following factors favour/help the selection of a program which consists of a small
number of large work packages:
1. Available spare aircraft.

2. Large number of aircraft participating in the program.
3. Non-scheduled operations.
4. High aircraft utilization.
5. Long range operations.
6. Variation in utilization varies with calendar seasons.
7. Maintenance work performed outside the airline.
8. Flexible manpower situation.
9. Single and centrally located maintenance base.
The other extreme a large number of progressively performed small checks is favoured
by the following conditions:
1. No spare aircraft.
2. Small number aircraft participating in the program.
3. Scheduled operations.
4. Short-haul operations.
5. Low aircraft utilization.
6. Several locations available for performing maintenance work.
7. High cost of manpower necessitating manpower equalization.
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Many airlines will find themselves with a mix of conditions that will pull their
maintenance programs away from the extremes towards the typical A, B, C, and
D Check programs. The final selection usually reflects one overriding priority the
need for manpower equalization or the high cost of aircraft-out-of-service time.
1.4.8 Modification to Aircraft

'Modification' means the alteration of an aircraft/aircraft component in conformity with
an approved standard. Modifications are changes to aircraft and their equipment or
substitution of parts. All modifications affecting airworthiness must be approved by the
CAA/ EASA and must comply with EASA PART applicable at the time of original
certification. Modifications often involve design changes; aircraft operators possess
limited design authority, so the modification is usually devised by the manufacturer.
Nature of modifications
The European EASA classes modifications as either minor or major:
1. Minor modifications regarded by the EASA as relatively unimportant may be
designed, embodied and certified by an approved organisation or licensed aircraft
maintenance engineer. Minor modifications, which are more important, require
approval by the EASA directly or by an approved design organisation.
Modification approval requires a form detailing the modification, its applicability
and relevant drawings or specifications. A Civil Modification Record or work done
must be kept; the CAA/ EASA may inspect this as required.
2. Major modifications require a more extensive approval process by the
CAA/EASA including a Certificate of Design (Modification) and the issue of an
airworthiness approval note (AAN) by the CAA/ EASA. A civil modifications
record of these must also be kept.
Mandatory modifications of UK origin

Modifications considered essential to the airworthiness of the aircraft are classed as
Mandatory and identified by a CAA/ EASA Airworthiness Directive (AD) number.
Initial notification of the modification to all operators and maintenance organisations is
by a service bulletin (SB) or technical news sheet published by the approved
organisation. If higher priority is needed, publication by mail or similar means is used.
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The CAA/ EASA then issues an emergency airworthiness directive to all operators of the
aircraft type and to CAA/ EASA Safety Regulation Group Area and Overseas Offices.
Mandatory modifications and inspections of foreign origin
For aircraft of foreign origin, modifications or inspections considered as mandatory by
their airworthiness authority are automatically classed as mandatory by the CAA/ EASA
for such aircraft operated in the UK, unless the CAA/ EASA specifically rules to the
contrary/opposite.
Modification record book
This must be kept and maintained for all UK registered aircraft over 2730 kg MTWA.
The owner/operator is responsible for keeping this up to date.
Mandatory reports
An operator or commander of every public transport aircraft registered in the UK who
makes, repairs or overhauls an aircraft, or who signs a certificate of maintenance review
or of release to service shall make a report to the CAA/ EASA of any incident, defect, or
malfunction to the aircraft or its equipment which would endanger the aircraft or its
occupants.
1.4.9 Contract Maintenance

Many of the newer carriers do not have a maintenance base capable of performing major
aircraft overhauls. Maintenance by their own personnel is often limited to en route
service and terminating pre-flight checks. All major maintenance is contracted with a
major or national carrier and performed at the latters maintenance base or at a major
station where equipment and personnel are available. Also, it is not uncommon for
carriers of all sizes to contract maintenance service work either with another carrier or
with a private maintenance firm at those stations that receive a limited number of flights.
Firms like Aircraft Services International provide minor maintenance services as well as
other functions, such as cleaning aircraft, baggage handling, and aircraft fuelling, at
small, medium, and large hubs for carriers with infrequent service.
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Sub-contracting Maintenance
Many airlines contract out work which may be more economically performed either by
manufacturers, other airlines or overhaul agencies since the capital investment in test
facilities, manpower and accommodation may not be justifiable within the airline for the
volume of components in the fleet and those held as spares. Equally, when justifiable,
airlines may set up such facilities as required, and perform the work for other airlines.
Contract and Pool Maintenance
Maintenance and pool contracts refer to agreements between airlines to do maintenance
for each other. Airlines with low frequency of flights into some of their stations should
consider contract or pool maintenance for these stations.
While the cost per maintenance man-hour and material will be higher for contracted
maintenance, the total direct maintenance cost per airplane flight hour may be lower.
This is especially true for smaller airlines and airlines with a lengthy / in-frequent route
structure.
Currently some airlines have agreements whereby one airline may do the entire engine
overhaul, another airline will overhaul most of the components and a third airline will
accomplish all the structural inspection. Extensive pooling of airplanes, engines and
component overhaul plus spares pooling is now accomplished by several groups of
airlines such as the ATLAS group (Alitalia, Tap, Lufthansa, Air France, and Swiss Air),
and the KSSU group (KLM, SAS, Swiss Air, UTA)
1.5 Aircraft Maintenance Certificates

The concept of Airworthiness, defined as the continuing capability of the aircraft or
component part to perform in a satisfactory manner through a range of operations
determined by the CAA or FAA, and the flight operations for which it was designed.
Each aircraft off the line receives an airworthiness certificate attesting to the fact that it
conforms to the type certificate and is safe to fly.
Before we start discussing those certificates, let's first review their authorities
The International Civil Aviation Organisation, ICAO

The Chicago Convention of 1944 set up ICAO, founded in 1947, to promote agreement
between nations in aviation. One of the ICAO functions is to promote international
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standards and recommended practices for air safety; these are written in the Annexes to
the Convention. Annexe 8 covers Airworthiness of Aircraft, giving broad standards to be
enforced by national authorities.
The United Kingdom is a member of ICAO. The UK national authority for airworthiness
is the Civil Aviation Authority (CAA).
United Kingdom Civil Aviation Authority, CAA

-
The CAA is responsible for the control of airworthiness for all aircraft registered
in the UK. During design and manufacture it monitors aircraft to ensure that they
comply with its regulations, and at the end of this process the aircraft type is
certificated for the appropriate use.
Continuing Airworthiness is the term used by the CAA to describe its activities,
which include the regulation of civil aircraft maintenance.
There are six aircraft certification categories classified by UK CAA:

i.
Transport Category (Passenger)
ii. Transport Category (Cargo)

iii. Aerial Work Category (includes balloons)
iv. Private Category
v.
Special Category
vi. Permit to Fly
Permit to Fly aircraft are those not eligible for a normal C of A, and include
micro-lights, homebuilt and restored aircraft. Rules for their maintenance are
simplified, and renewal of permits is done either directly by the CAA or devolved
to a suitable volunteer organisation, such as the Popular Flying Association (PFA).
Special Category aircraft are those not fully meeting current requirements, usually
prototypes.
Private Category aircraft exceeding 2,730 kg (was 6,000 Ib) maximum total
weight authorised (MTWA) do not require an approved maintenance schedule;
these are usually business aircraft kept by large companies. Aircraft and
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helicopters below 2,730 kg MTWA are covered by the light aircraft maintenance
schedule (LAMS); this is a simplified scheme with a three-year cycle.
The CAA lays great stress on the need for adequate recording and analysis of work
done on aircraft, since it is through such data that the CAA can check the
adequacy of this work.
Recording of maintenance work is required by law, so that accident investigation

may be carried out.
The CAA receives all foreign manufacturers service bulletins (SBs), and reviews
the information to decide whether the classification is appropriate for aircraft on
the UK register.
Federal Aviation Administration, FAA

In April 1967, the Federal Aviation Agency became the Federal Aviation Administration
and was incorporated into the new Department of Transportation, which had been
established to give unity and direction to a coordinated national transportation system.
The FAAs basic responsibilities remain unchanged, however. While working with other
administrations in the Department of Transportation in long-range transportation
planning, the FAA continues to concern itself primarily with the promotion and
regulation of civil aviation to ensure safe and orderly growth.
1.5.1 Certificate of Airworthiness, C of A

An aircraft must have a current C of A in order to fly; this is issued under the law of the
country in which the aircraft is registered. The UK C of A becomes invalid if the aircraft
is repaired, replaced, removed, overhauled, or modified in manner not approved by the
CAA, or any inspection, or modification classified as mandatory by the CAA that
ensures the aircraft remains airworthy has not been carried out. When the C of A is
issued, the category of use is also specified. For large civil aircraft this will normally be
Transport Category (Passenger) or Transport Category (Cargo); thus a cargo aircraft is
not allowed to carry passengers.
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1.5.2 The Air Operators Certificate, AOC

Aircraft registered in the UK must fly on public transport in accordance with the terms of
the Air Operators Certificate (AOC) granted by the CAA. This signifies that the holder
is considered to be competent/capable to secure the safe operation of the specific
aircraft detailed on the AOC. For this purpose, the CAA evaluates the organisation, staff,
training, equipment and maintenance practices of the operator.
1.5.3 Certificate of Maintenance Review, CMR

Aircraft and their equipment registered in the UK for transport or aerial work must have
a valid certificate of maintenance review (CMR) which states the date on which the
review was carried out and the date on which the next review is due as specified in the
approved maintenance schedule (AMS) or associated approved document.
The certificate records the current maintenance status of the aircraft against the
maintenance schedule and any modifications or inspections required by the CAA. The
issue of certificates of release to service and all technical log defects, including the
rectification or deferment of these defects, are also noted.
The CMR does not have to coincide with any particular maintenance activity, but must
not exceed time limits for a review. These are specified in the AMS. The CMR as
issued should state the period of validity and include the signature of the person
authorised to issue the certificate.
1.5.4 Certificate of Release to Service, CRS

The ANO 1989 Article 11 requires that an aircraft registered in the UK and issued with a
C of A shall not fly without a certificate of release to service (CRS) being issued
following:
-
Overhauls, repairs, replacements, modifications and mandatory inspections.
Maintenance to the relevant AMS
Work on radio equipment or survival craft done on the aircraft.
The CRS as issued must be signed in all the relevant work categories for the work done.
For a set of inspections or tests contained in a check specified in the AMS, a single CRS
is sufficient. Those signing must be satisfied that all work has been properly carried out
using the correct and up to date manuals, drawings, specifications, recommended tools
and test gear, and in a suitable working environment.
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1.5.5 Authorised Release Certificate (Form EASA 1)

This is an internationally recognised import/export parts release document issued by
organisations specifically approved for the purpose. The certificate signifies that the part
has been manufactured or overhauled in compliance with the requirements and
specifications called for by the aircraft constructor. It is the duty of an operator to verify
that all parts received have the appropriate release documents.
1.5.6 Renewal of the Certificate of Airworthiness

The aircraft must have been maintained to an approved schedule. An inspection must be
carried out by a qualified person to determine the amount of work needed to ensure the
airworthiness of the aircraft. Checks must be made to ensure that it conforms to the Type
Certificate Data Sheet and the Flight Manual. Any mandatory modifications and
inspections as called for by the EASA must be carried out.
1.5.7 Certification of modifications

All modification incorporation work must be supervised either by an approved
organisation or by a licensed aircraft maintenance engineer in the appropriate category.
Before a certificate of release to service is issued, it should be confirmed that the correct
drawings and literature for the modification have been used and that the modification has
been correctly carried out, tested and inspected.
1.6 The Applications of Joint Aviation Requirements

1.6.1 Joint Aviation Authorities, EASA
The Joint Aviation Authorities (EASA) are an associated body of the European Civil
Aviation Conference (ECAC) representing the civil aviation regulatory authorities of a
number of European States who have agreed to co-operate in developing and
implementing common safety regulatory standards and procedures. This co-operation is
intended to provide high and consistent standards of safety and a level playing-field for
competition in Europe. Much emphasis is also placed on harmonising the EASA
regulations with those of the USA.
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We used to be
JAR
Joint Airworthiness Requirements

With an
AASC
Airworthiness Authority Steering Committee
We are now
JAA

Producing
JAR
Joint Aviation Requirements
With the idea of later becoming more integrated in a

JAA
1.6.2 Joint Aviation Requirements, JAR

- The Civil Airworthiness Authorities of certain European countries have agreed
common comprehensive and detailed airworthiness requirements (referred to as the
Joint Airworthiness Requirements, JAR) with a view to minimising Type
Certification problems on joint ventures, to facilitate the export and import of
aviation products, and make it easier for maintenance carried out in one European
country to be accepted by the Civil Aviation Authority in another European
country.
- A principal objective of the EASA is to develop and adopt Joint Aviation

Requirements (JARs) in the fields of aircraft design and manufacture, aircraft
operations and maintenance, and the licensing of aviation personnel. The eventual
aim is to produce a system in common with the USA FAR codes, so that national
variations in the certifying of new aircraft will disappear.
- Much of the stimulus for this is, of course, the Single European Act, which has
taken effect since 1993. This establishes the free movement within the EC of
goods, services, staff and capital. Thus aircraft and parts should be easily movable
for sale, lease and operation with no administrative burdens. Maintenance work
should be possible in any EC country; technicians, engineers and flight crew must
be able to transfer between countries.
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- The Regulation section has technical study group to investigate into specific areas.
The Certification section has certification terms for each new aircraft type; these
also handle the continuing airworthiness of the type. Thus there are teams for new
types built and operated in Europe such as the A320, A330, A340, Do.328 etc., and
also for aircraft not built in Europe but operated on European registers, such as
Boeing 747-400, McDonnell Douglas MD-11, Boeing de Havilland Dash 8.
1.6.3 Operators Responsibility, EASA PART-OPS

Ensure the airworthiness of the aeroplane by:
-
Accomplishment of pre-flight inspections
Rectification to an approved standard of any defect and damage affecting safe

operation.
All maintenance in accordance with approved programme.
Analysis of the effectiveness of the maintenance.
Accomplishment of operational or airworthiness directives and mandatory

requirements.
Embodiment of modifications in accordance with an approved standard and for

non-mandatory modifications, the establishment of an embodiment policy.
Ensure that the Certificate of Airworthiness for each aeroplane operated remains
valid.
1.6.4 Approved Maintenance Organisations, EASA PART-145

EASA PART-145 specifies the requirements for organisations that maintain
commercially used aircraft and components of such aircraft. Many maintenance
organisations have already obtained a EASA PART-145 approval from their local EASA
authority. Quite often this was not a simple process. The requirements are not always
clear and they need to be translated to the practical situation within the company. Also,
the requirements change regularly. Since the first publication in 1991, EASA PART-145
has been amended several times and new amendments are still issued. Therefore, up to
date knowledge of the EASA PART-145 requirements is and remains important (see
Figure 1.1).
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Figure 1.1 - EASA PART Flowchart.
EASA PART 145.1 General

a. No aircraft when used for Commercial Air Transport may fly unless a
certificate of release to service has been issued by an organization for
maintenance carried out on the aircraft or an aircraft component intended for
fitment to such an aircraft.
b. No organization may certify for release to service an aircraft used for
Commercial Air Transport unless either approved in accordance with this
EASA PART-145.
c. No organization may certify for release to service an aircraft component
intended for fitment to an aircraft used for Commercial Air Transport unless
either approved in accordance with this EASA PART-145.
d. A maintenance organization approval may be granted for maintenance activity
varying from that for an aircraft component to that for a complete aircraft or
any combination thereof.
EASA PART 145.40 Equipment, tools and material
a. The EASA PART-145 approved maintenance organization must have the
necessary equipment, tools and material to perform the approved scope of
work.
b. Where necessary, tools, equipment and particularly test equipment must be
controlled and calibrated (the degree of quality or excellence of tools) to
standards acceptable to the EASA full member Authority at a frequency to
ensure serviceability and accuracy. Records of such calibrations and the
standard used must be kept by the EASA PART-145 approved maintenance
organization.
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EASA PART 145.45 Maintenance data

When new types of aircraft are introduced, the manufacturer normally provides the
airline with initial provisioning data, IPD, e.g. advance spares provisioning list, ASPL,
recommended spares provisioning list, RSPL, and logistic planning document, LPD.
These references for initial provisioning usually indicate the main base float required to
maintain aircraft. The original equipment manufacturers, OEM, also provide overhaul
manuals for components fitted to the aircraft, which enable an assessment of the piece
parts required based on reliable information, and specified component operation and life
limits. The cost of operating older aircraft will continue to decline because parts
availability becomes greater and the price for those parts becomes less. The survey
results in Figure 1.2 showed the following courses of action taken:
In most cases companies asked the manufacturer for initial provisioning data, IPD,
when new aircraft were introduced, or they used their own experience of previous
types of the same aircraft to calculate the quantity of parts required.
As this question is more appropriate for airline operators than maintenance service
organizations 14% of those maintenance companies believed that this question did
not apply to their business, either because they carried out other operator's aircraft
maintenance, or because they believed the manufacturer's data was not reliable.
These companies did not operate flights or own their own fleet.
120%
Airline Companies
Maintenance Organizations
96%
% Of Responses
100%
77%
80%
60%
40%
55%
34%
22%
20%
14%
13%
0%
0%
Experience of previous types
Consultation with
manufacturer
Consultation with other

operators
Not applicable
Course of Action
Figure 1.2 - Changing the fleet size or adding new type of aircraft.
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The EASA PART-145 approved maintenance organization must hold and use applicable
current maintenance data in the performance of maintenance including modifications and
repairs. Applicable means relevant to any aircraft, aircraft component or process
specified in the EASA PART-145 approved maintenance organizations approval class
rating schedule and any associated capability list. For the purposes of EASA PART-145
applicable maintenance data is;
1. Any applicable requirement, procedure, airworthiness directive,
operational directive or information issued by the EASA or EASA full
member Authority.
2. Any applicable airworthiness directive issued by a non-EASA
Authority or non-EASA full member Authority where said Authority
is the original type certificate Authority.
3. Any applicable data, such as but not limited to, maintenance and repair
manuals, issued by an organization under the approval of the EASA
full member Authority including type certificate and supplementary
type certificate holders and any other organization approved to publish
such data by the said Authority.
4. The EASA PART-145 approved maintenance organization must
establish procedures that ensure that if found, any inaccurate,
incomplete or ambiguous procedures, practices, information or
maintenance instructions contained in the maintenance data used by
maintenance personnel is recorded and notified to the author of the
maintenance data.
5. The EASA PART-145 approved maintenance organization must
ensure that maintenance data controlled by the organization is kept up
to date. In the case of operator/customer controlled and provided
maintenance data, the EASA PART-145 approved maintenance
organization must show that either it has written confirmation from the
operator/customer that all such maintenance data is up to date or it has
work orders specifying the amendment status of the maintenance data
to be used or it can show that it is on the operator/customer
maintenance data amendment list.
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EASA PART 145.47 Production Planning

a. The EASA PART 145 approved maintenance organization must have a
system appropriate to the amount and complexity of work to plan the
availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities in order to ensure the safe completion of the
maintenance work.
b. The planning of maintenance tasks, and the organizing of shifts, must take
into account human performance limitations.
c. When it is required to hand over the continuation or completion of a
maintenance action for reasons of a shift or personnel changeover, relevant
information must be adequately communicated between outgoing and
incoming personnel in accordance with a procedure acceptable to the EASA
full member Authority.
EASA PART 145.55 Maintenance records
a. The EASA PART-145 approved maintenance organization must record all
details of work carried out in a form acceptable to the EASA full member
Authority.
b. The EASA PART-145 approved maintenance organization must provide a
copy of each certificate of release to service to the aircraft operator, together
with a copy of any specific approved repair/modification data used for
repairs/modifications carried out.
c. The EASA PART-145 approved maintenance organization must retain a copy
of all detailed maintenance records and any associated maintenance data for
two years from the date the aircraft or aircraft component to which the work
relates was released from the EASA PART-145 approved maintenance
organization.
EASA PART 145.60 Occurrence reporting
a. The EASA PART145 approved maintenance organization must report to [its'
EASA full member Authority and the organization responsible for the design
of the aircraft or aircraft component] any condition of the aircraft or aircraft
component, identified by the EASA PART145 approved maintenance
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organization that [has resulted or may result in an unsafe condition] that could
seriously hazard the aircraft.
b. The EASA PART-145 approved maintenance organization must establish an
internal occurrence reporting system acceptable to the EASA full member
Authority to enable the collection and evaluation of such reports including the
assessment and extraction/removal of those occurrences to be reported under
subparagraph (a) above. The procedure shall identify adverse trends,
corrective actions taken to address deficiencies and include evaluation of all
known relevant information relating to such occurrences and a method to
circulate the information as necessary.
EASA PART 145.85 Changes to the approved maintenance organization
The EASA PART-145 approved maintenance organization must notify the EASA full
member Authority of any proposal to carry out any of the following changes before such
changes take place to enable the EASA full member Authority to determine continued
compliance with this EASA PART-145 and to amend, if necessary, the approval
certificate, except that in the case of proposed changes in personnel not known to the
management beforehand, these changes must be notified at the earliest opportunity.
1. The name of the organization.
2. The location of the organization.
3. Additional locations of the organization.
4. The accountable manager. ('Accountable manager' means the manager
who has corporate authority for ensuring that all maintenance required
by the customer can be financed and carried out to the standard
required by the EASA full member Authority).
5. The facilities, equipment, tools, material, procedures, work scope and
certifying staff that could affect the approval.
1.6.5 Approved of Maintenance Training Organisations, EASA PART-147
Purpose of EASA PART-147
To lay down the requirements for the approval of maintenance training organisations and
training.
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EASA PART 147.1 General

a. This EASA PART147 prescribes the requirements to be met by
organisations seeking approval to conduct approved training / examination of
certifying staff as specified in EASA PART66.
b. Approved basic training is required by EASA PART66 to qualify for the
maximum reduction in total maintenance experience specified in EASA
PART66.
c. To qualify for the sub-paragraph (b) approved basic training the organisation
must be approved by a EASA full member Authority.
d. An organisation may not be approved to conduct only examinations.
EASA PART 147.15 Applicability
a. Maintenance training organizations located in EASA full member States may
be granted approval when in compliance with this EASA PART147.
b. Maintenance training organizations located in a non-EASA full member State
or non-EASA member State may be granted approval if the EASA full
member Authorities are satisfied that there is a need for such approval.
EASA PART 147.30 Facility requirements
a. Facilities must be provided which ensure protection from the prevailing
weather elements and of overall size to cope with all planned training and
examination on any particular day.
b. Fully enclosed accommodation separate from other facilities must be provided
for the instruction of theory and the conduct of knowledge examinations as
necessary.
c. The sub-paragraph (b) accommodation environment must be maintained at a
light, noise and temperature/humidity level such that students are able to
concentrate on their studies or examination as appropriate, without undue
distraction or discomfort.
d. In the case of basic training course, basic training workshops and/or
maintenance facilities separate from training classrooms must be provided for
practical instruction appropriate to the planned training course, except that
arrangements may be made with another organisation to provide such
workshops and/or maintenance facilities. When another organisation is used
to provide workshops and/or maintenance facilities, a written agreement must
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be made with such organisation specifying the conditions of access and use of
the basic maintenance workshops and/or maintenance facilities. The EASA
full member Authority and EASA standardization teams will require access to
any such contracted organisation and the written agreement must specify this
access.
e. Office accommodation must be provided for instructors, knowledge
examiners and practical assessors of a standard to ensure that they can prepare
for their duties without undue distraction or discomfort.
f. Secure storage facilities must be provided for examination papers and training
records. The storage environment must be such that documents remain in
good condition for the EASA PART147.55 retention period. The storage
facilities and office accommodation may be combined subject to adequate
security.
g. A library must be provided containing all current technical material
appropriate to the scope and level of training undertaken.
EASA PART 147.35 Personnel requirements
a. The maintenance training organization must contract sufficient staff to
plan/perform
knowledge
and
practical
training,
conduct
knowledge
examinations and practical assessments in accordance with the approval,

except that when another organisation is used to provide practical training and
assessments, such other organisations staff may be nominated to carry out
practical training and assessments.
b. The experience and qualifications of instructors, knowledge examiners and
practical assessors must be established as being to a standard acceptable to the
EASA full member Authority.
EASA PART 147.40 Records of instructors, examiners and assessors
a. The maintenance training organization must maintain a record of all
instructors, knowledge examiners and practical assessors. These records
should reflect the experience and qualification, training history and any
subsequent training undertaken.
b. Terms of Reference must be drawn up for all instructors, knowledge
examiners and practical assessors. Any limitation of the scope of authority of
30
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the individual, particularly those staff designated in EASA PART147.35(b),

must be clearly indicated.
c. Instructors, knowledge examiners and practical assessors must be provided
with a copy of their Terms of Reference.
EASA PART 147.45 Instructional equipment
a. Each classroom must have sufficient presentation equipment of a standard that
ensures students can easily read presentation text/drawings/diagrams and
figures from any position in the classroom. Presentation equipment should
include representative synthetic (artificial, mock) training devices to assist
students understanding of the particular subject matter where such devices are
considered beneficial for such purposes.
b. The basic training workshops and/or maintenance facilities must have all tools
and equipment necessary to perform the approved scope of training.
c. The basic training workshops and/or maintenance facilities must have an
appropriate selection of aircraft, engines, aircraft parts and avionic equipment.
d. The aircraft type training facilities must have an example of the appropriate
aircraft type except that synthetic training devices may also be used when the
EASA full member Authority is satisfied that such synthetic training devices
ensure good training standards.
EASA PART 147.55 Records
The maintenance training organisation must keep all student training, examination and
assessment records for at least 5 years following completion of the particular students
course.
EASA PART 147.75 Changes to the EASA PART 147 approved maintenance
training organization
a. The EASA PART147 approved maintenance training organisation must
notify the EASA full member Authority of any proposed changes to the
organisation that affect the approval before any such change takes place to
enable the EASA full member Authority to determine continued compliance
with this EASA PART147 and to amend if necessary the approval
certificate.
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b. The EASA full member Authority may prescribe the conditions under which
the EASA PART147 approved maintenance training organization may
operate during such changes unless the EASA full member Authority
determines that the approval should be suspended.
c. Failure to inform the EASA full member Authority of such changes may
result in suspension or abolish of the approval certificate backdated to the
actual date of the changes.
EASA PART 147.105 Approved aircraft type/task training
Aircraft type training may be sub-divided in airframe type training, power-plant type
training, or avionic systems type training. A EASA PART-147 approved maintenance
training organization may be approved to conduct airframe type training only, powerplant type training only or avionics systems type training, if acceptable to the Authority.
1.6.6 Approved of Certifying Staff EASA PART-66 (Engineer Licensing)

EASA PART 66 is a new EASA rule introducing qualification requirements for
Certifying Staff. Certifying Staff are those personnel authorised to release an aircraft to
service after maintenance work in a EASA PART 145 Approved Maintenance
Organisation (AMO).
Licence Structure
EASA PART-66 is a harmonised set of requirements for the qualification of aircraft
maintenance staff by the issue of an Aircraft Maintenance Licence. Whilst this licence is
intended to be used as the basis for a EASA PART-145 Approved Maintenance
Organisation to issue a Certification Authorisation, the basic element of the licence
may be considered as providing a qualification in aircraft maintenance that demonstrates
the achievement of an underpinning level of knowledge and competence. EASA PART66 does not yet cover aircraft below 5700kg but it is intended that light aircraft will be
included eventually under Category B3.
The licence is divided broadly between Mechanical and Avionic trade disciplines
although in view of the various technologies and combinations applicable to certain
aircraft the Mechanical licence category is further subdivided. In addition there are
various levels within the licence, which allow the holder to be authorised to perform
certain roles within line and/or base maintenance. These reflect different levels of task
32
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complexity and are supported by different standards of experience and knowledge. An

individual may hold a combination of licence categories. The three levels within the
licence are:
Category A
Line Maintenance Certifying Mechanic
Category B1 Line Maintenance Certifying Technician (Mechanical)

Category B2 Line Maintenance Certifying Technician (Avionic)
Category C
Base Maintenance Certifying Engineer
Category A is intended to be the basis for Limited Authorisations allowing an

experienced and knowledgeable mechanic to be authorised to certify certain simple
inspections and routine tasks. It is not intended that the Category A licence is used alone
to support line maintenance activities. The Category A licence does not carry any type
ratings but, following appropriate task training within a EASA PART-147 or EASA
PART-145 approved organisation, may be used as the basis for a certification
authorisation for certain prescribed tasks.
The Category A Licence is divided into sub-categories; however there is no avionic
specific sub category A since the majority of the tasks are either mechanical or electrical
in nature. Personnel who have either existing experience or are taking a course of
approved training which is of an avionic bias may still qualify for Category A in an
appropriate sub category subject to variations in experience or knowledge requirements
which apply in such cases. The sub categories for Category A - Line Maintenance
Certifying Mechanic are:
Sub category A1
- Aeroplanes Turbine
A2
- Aeroplanes Piston
A3
- Helicopters Turbine
A4
- Helicopters Piston
Category B will be the mainstay (foundation) licence qualification for aircraft

maintenance staff under the EASA PARTs. Category B licences are available in both
mechanical and avionic disciplines with sub categories as for Category A. Although
primarily for line maintenance use at Technician level, it is intended that certain base
maintenance staff who do not issue a Certificate of Release to Service, but who
contribute to the final CRS issue by the Category C engineer, will also be required to
hold a Category B1 or B2 licence.
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The sub categories for Category B Line Maintenance Certifying Technician/Base

Maintenance Technician are:
Sub Category B1.1
Category
- Aeroplanes Turbine
B1.2
- Aeroplanes Piston
B1.3
- Helicopters Turbine
B1.4
- Helicopters Piston
B2
- Avionics (no further sub division)
Category B1 is mechanically orientated and covers aircraft structure, airframe systems,

engines and propellers or rotors as appropriate. The licence holder will also be able to
certify all electrical work including power and distribution systems and control and
indication systems for systems within their privileges. Additionally a capability for
authorisation for the replacement of avionic line replaceable units may be held.
Category B2 is avionic biased, covering ATA Chapters 22 - Autoflight, 23 Communications, 31 - Instruments, 34 - Navigation and 45 - Central Maintenance
Computers and confers privileges similar to those of the mechanical technician to cover
electrical power and distribution and control and indication systems associated with
avionic systems.
Category C licence is considered more of a qualification related to the management of

maintenance during base maintenance. It is not a licence which allows the holder to
perform detailed inspections, diagnosis and replacements which collectively make up a
base maintenance input. The Category C certifier will be supported by appropriately
qualified B1 and B2 technicians who carry out these tasks and who verify and sign that
they have been completed properly. The Category C licence is intended to be used to
certify the process of maintenance, built upon the experience and knowledge of the
individual and their ability to manage the input. As such, the route to qualification may
be either from a mechanical or avionic background as a Category B1 or B2 licence holder
or the equivalent position in base maintenance, a base maintenance technician.
An alternative qualification path is available based on a qualification at degree level in an

appropriate discipline acceptable to the Authority. Acceptance will take into
consideration the university which issued the degree and the course content and may be
restricted to degrees issued within EASA member states. The degree by itself does not
34
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meet the whole qualification as there are additional experience and examination
requirements to be satisfied. Graduates may not hold a Category B1 or B2 licence
without meeting the three years minimum maintenance experience required for that
Category.
Aircraft Type Endorsements
Holders of EASA PART-66 Aircraft Maintenance Licences in Category B1, B2 and C
may apply for inclusion or addition of an Aircraft Type Rating subject to meeting certain
requirements. These are the completion of a EASA PART-147 Approved Type Training
Course on that type, covering the subjects appropriate to the licence category being
endorsed and those topics listed in EASA PART-66.45. A minimum period of practical
experience is required on the aircraft type prior to application.
Logbooks and Records
Whilst not mandatory, the CAA advises all candidates to maintain log books or records
on a progressive basis to support any subsequent licence application. Entries should be
made periodically to show periods of work, the nature of the work, the aircraft type
involved and such records should be countersigned by a suitable referee who may be a
supervisor, quality manager or EASA PART-66 licence holder. For aircraft type ratings,
a record of the tasks undertaken on the type being applied for will allow the CAA to
consider the applicants practical experience in relation to the requirements of EASA
PART-66.45. The Authority may request details of a candidates experience for perusal.
International Developments
EASA PART 145 contains an exemption to the effect that certifying staff working in non
EASA based approved maintenance organisations will not be required to comply with
EASA PART 66. This exemption is based on the fact that it is impractical to impose a
complex standard like EASA PART 66, with all its social and educational implications
to countries who already have their own qualification system.
However, in order to ensure equivalent standards and fair competition, EASA PART 145
required the foreign EASA PART 145 organisations to demonstrate that their
qualification system is comparable to EASA PART 66. If it is not comparable, then the
EASA will impose and publish additional conditions to ensure equivalence.
35
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Chapter One
It should be noted that an increasing number of non-EASA countries are adopting EASA
PART 66 as their national qualification standard for certifying staff. This of course will
facilitate the demonstration of equivalence.
36
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Chapter One
Table 1.2 - A summary of KLM-uk workshop overhaul components.
Component description
Part
number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Air Conditioning Unit

Alternator Unit
Battery - Ultra pure
Battery - distilled water
Battery - Lead Acid
Brake Assembly (Heat Pack)
Brake Assembly (Brake Unit)
Brake Assembly Unit
Brake Assembly Unit
Brake Assembly Unit
Brake Control Valve
Combustion Chamber
DC Generator
Drag Strut Unit
Inverter Assembly
Lock Strut Unit
Main Undercarriage Unit
Main Wheel Overhauled
Main Wheel Tyre Changed
Maxaret Anti Skid Unit
Nose Undercarriage Unit
Nose Undercarriage Unit
Nose Wheel Overhauled
Nose Wheel Tyre Changed
2203480-2
No 406-3
4078-8
4608-1
40678-2
AH 52220
AH 52220
AHA 2174-5
5011809-2
5007996-1
AC 61348
RK 49159A
30E02-21G1
200261001
1518-8-C
200260001
200223001
5008131-5
5008131-5
5007995-1
5007995-1
AHA 1489
AHA 1489
AHA 1890
AHA 1890
AC 63538
200490001
201071001-3
5008133-1
5008133-1
5007998
5007998
AHA 1349
AHA 1349
AH 54474
AH 54474
Aircraft
type
Fokker 100
Fokker 27
Fokker 50
Fokker 100
ATR-72
Fokker 27
Fokker 27
BAe 146
Fokker 100
Fokker 50
Fokker 27
Fokker 27
Fokker 27
Fokker 27
Fokker 27
Fokker 27
Fokker 27
Fokker 100
Fokker 100
Fokker 50
Fokker 50
BAe 146
BAe 146
ATR-72
ATR-72
Fokker 27
Fokker 27
Fokker 100
Fokker 100
Fokker 100
Fokker 50
Fokker 50
BAe 146
BAe 146
ATR-72
ATR-72
Quantity
per aircraft
Fleet
size
Maintenance
processes
Period
MTBO
Period
MTBR
Repair
TAT
Time
series
2
2
2
2
1
4
4
4
4
4
2
17
16
9
17
5
16
16
13
17
9
16
16
16
16
16
16
16
17
17
9
9
13
13
5
5
16
16
17
17
17
9
9
13
13
5
5
HT
HT
HT
HT
HT
CM
CM
HT
CM
HT
HT
CM
HT
HT
HT
HT
HT
HT
CM
HT
CM
HT
CM
HT
CM
HT
HT
HT
HT
CM
HT
CM
HT
CM
HT
CM
2000 FHs
2500 FHs
1000 FHs
1000 FHs
1000 FHs
750 FLs
5000 FLs
9600 FLs
2500 FLs
3600 FLs
6600 FHs
1200 FHs
2500 FHs
12000 FLs
2700 FHs
12000 FLs
12000 FLs
2500 FLs
500 FLs
3500 FLs
700 FLs
1600 FLs
400 FLs
1800 FLs
450 FLs
4000 FLs
12000 FLs
20000 FLs
1250 FLs
250 FLs
2500 FLs
500 FLs
1100 FLs
275 FLs
1200 FLs
300 FLs
854 FHs
1250 FHs
12 Weeks
12 Weeks
12 Weeks
700 FLs
1200 FLs
1500 FLs
2500 FLs
1200 FLs
3420 FHs
1200 FHs
1104 FHs
3620 FLs
617 FHs
4510 FLs
2882 FLs
1007 FLs
226 FLs
1516 FLs
316 FLs
1245 FLs
*
229 FLs
1600 FLs
133 FLs
4000 FLs
3588 FLs
11495 FLs
1000 FLs
122 FLs
*
906 FLs
232 FLs
1100 FLs
161 FLs
527 FLs
135 FLs
20 MHs
20 MHs
5 MHs
5 MHs
5 MHs
20 MHs
25 MHs
24 MHs
24 MHs
18 MHs
10 MHs
28 MHs
28 MHs
30 MHs
17 MHs
45 MHs
250 MHs
12 MHs
11 MHs
7 3/4 MHs
4 3/4 MHs
10 MHs
4 MHs
6 MHs
6 MHs
16 MHs
250 MHs
220 MHs
4.5 MHs
3.5 MHs
3.5 MHs
2.5 MHs
5 MHs
2 MHs
6 MHs
3 MHs
95 - 99
92 - 94
95 - 00
94 - 00
98 - 00
89 - 95
89 - 95
90 - 99
94 - 99
95 - 99
89 - 94
92 - 95
92 - 94
89 - 94
92 - 94
89 - 94
89 - 94
92 - 00
92 - 00
95 - 00
95 - 00
90 - 00
90 - 00
98 - 99
98 - 00
89 - 94
89 - 94
96 - 00
93 - 00
93 - 00
95 - 00
95 - 00
90 - 00
90 - 00
98 - 00
98 - 00
2 7
2
2
2
2
2
4
4
4
4
4
4
4
4
2 2
1
1
2
2
2
2
2
2
2
2
HT, hard time; CM, condition monitored; FHs, flying hours; FLs, flying landings; MHs, man-hours; TAT, turn around time.
* Overhaul at every 5th tyre change; MTBO, mean time between overhaul; MTBR, mean time between removals.
A A Ghobbar
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Aerospace Engineering ATO - MRO

Airline Maintenance Operations

Dr. Adel A. Ghobbar

COURSE NOTES 2012-13

Airline Maintenance Operations, AE4-442

Air Accidents Investigation Branch

Airworthiness Approval Note

Acceptable Deferred Defects

Average inter-Demand Interval

Allowable Deficiency List

Association of European Airlines

Acoustic Emission Testing

Approved Maintenance Organisation

Approved Maintenance Schedule

Air Navigation Order

Air Operators Certificate

Auxiliary Power Unit

Avionics Systems Engineering and Maintenance Committee

Advance Spares Provisioning List

Air Transport Association

Air Traffic Control

Aircraft Utilization Rate

British Civil Airworthiness Requirements

Civil Aviation Authority

Civil Air Regulation

Airline Maintenance Operations, AE4-442

Component Maintenance Assembly

Component Maintenance Manual

Certificate of Maintenance Review

Components Overhaul Life

Critical Path Analysis

Certificate of Release to Service

Common Source Data Base

Square Coefficient of Variation on Demand

Direct Maintenance Costs

European Aviation Safety Agency

European Civil Aviation Conference

Eddy Current Testing

Electronic Data Interchange

End Item Plans

Economic Order Quantity

European Maintenance System Guide

Federal Aviation Administration

Federal Aviation Regulation

Fault Isolation Manual

Foreign Object Damage

Fixed Order Quantity

Fast, Slow and Non-moving

Human Factors Analysis & Classification System

High, Medium, Low

Half Value Layer

International Air Transport Association

Airline Maintenance Operations, AE4-442

International Civil Aviation Organisation

In Flight Engine Shout Downs

Indirect Maintenance Costs

Illustrated Parts Catalogues

Initial Provisioning Data

Incremental Part-Period Algorithm

Joint Aviation Authorities

Joint Aviation Requirements

Light Aircraft Maintenance Schedule

Lot For Lot

Logistic Planning Document